Unlatching device for car-couplings



m m 2 N 0 T G N I R R A H H S.

(No Model.)

UNLATOHING DEVICE FOR GAR COUPLINGS.

No. 426,565. Patented Apr. 29, 1890.

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1 1 II I 9 A Wii'nesses: 66

UNITED STATES PATENT O FICE.

SAMUEL H. HARRINGTON, OF BINGHAMTON, NlllV YORK.

UNLATCHING DEVICE FOR CAR-COUPLINGS.

SPECIFICATION forming part of Letters Patent No. 426,5 65, dated April 29, 1890.

Application filed February 19, 1890. Serial No. 341,036. (No model.)

To all whom it may concern;

Be it known that I, SAMUEL II. HARRING- TON, of l-iinghamton, county of Broome, State of New York,have invented a new and useful Unlatchin g Device for Car Couplers, of which the following is a true and exact description, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to mechanism for lifting the latch of car-coupling devices, particularl y of those couplers generally known as vertical plane couplers, such as are now known as the master car-builders type.

The object of the invention is, first, to provide a device by which the latch can belifted with great power; second, one which will be readily adjusted for use with couplers the latches of which require elevations to different heights-as, for instance, the J anney coupler, whose latch requires a lift of, say, three and one-half inches, and the Gould coupler, whose latch need not be lifted'more than one inch.

The nature of myinvention will be best understood as described in connection with the drawings, in which I have illustrated itin what I believe to be its best form, and in which .Figure 1 is a perspective view of the end of a freight-ear equipped with my device and with a Janney coupler, the device being shown as adjusted for said coupler. Fig. 2 is a similar view showing a Gould coupler in place of the Janney and the device being adjusted for use with the said Gould coupler. Fig. 3 is a view of the crank-shaft and cam as made of a single forging; Fig. 4, a View of the same parts, showing the cam as formed of a casting and secured upon the shaft. Fig. 5 is a side view of the cam. Fig. 6 is a front elevation of a car having a projecting end sill, showing my device applied to it; Fig. 7, a plan View of the same; Fig. 8, a side elevation; Figs. 9 and 10, respectively, side and plan views of the lever acted on by the cams; and Fig. 11, a side elevation showing the effect of throwing up the cam to the fullest extent.

A is the car; 13, aJanney coupler; 0, its latch; B, a Gould coupler, and 0 its latch. To permit the jaw of the-Janney coupler to open, the latch is drawn up three and one-half inches, while an upward movement of one inch will permit the Gould jaw to open. I have therefore chosen these two couplers as affording a good illustration ofthe operation of my device and its adaptability to either couplinghead, and because, also, as the said couplers couple together readily and are in joint use on many reads, it willbe frequently necessary to use a car sometimes with a J anney and sometimes with a Gould coupler.

To a bolt (see J, Fig. 8) or other strong support I pivot above the coupling-head a leverarm H to chain 1 or other connection uniting the latch-pin of the coupler. Beneath the lever-arm I secure a cam, as G, which is attached to a crank-shaft D, so as to turn with it, and which in turning raises the lever II, and through it and connection I the latch-pin or look. In normal position the lever-arm rests on the part of the cam nearest the center of the shaft, and the train-man, actuating shaft D by its crank-arm D, lifts the lever-arm with great force, and a force which is greatest at the beginning, when it is most required to start the latch, and even a moving and heavily-loaded train can be uncoupled with comparative easea matter of great importance in handling freight-trains. The shaft D is supported on bearing-brackets E E, as shown.

Preferablyl make the cam G double-that is, I provide one cam-face g with a throw of, say, three and one-half inches and an adjoiningcam-face g with a throw of one inch, and in that case I make the cam longitudinally adjustable, so that either face 9 or 9 can be brought beneath and made to support and act- 11 ate the lever-arin H. The adjustment of the cam can be made on the shaft D; but, preferably, I seeure the cam rigidly to the shaft either by forging it upon it, as in Fig. 3, or attaehing it to a squared spindle D as in Fig. 4, and then I make the shaftD longitudinally adjustable in its bearings E, so as to effect the desired adjustment of the double cam.

In the drawings pin-holes d cl (Z (l are formed in shaft D, andto bring cam-face g under the lever-arm II for use with coupler B the shaft is shifted to the position shown in Fig. 1 and pins F F inserted in holes (Z and d so as to rest against or close to the bearings E, as shown. To adjust the device to the coupler B, the pins F are removed and the shaft shifted to the position shown in Fig. 2, so as to bring earn-face g underlever H. The pins F are then inserted in holes (l (1*, as shown, and the device is again ready for action.

It is desirable that some device should be provided by which the latch-pin of a coupler can be held up out of engagement, so that two cars can be pushed against each other without coupling. This I accomplish by forming the lever-arm H with an upward bend h, so that when the cam resting against it is fully thrown up it will hold it in place, as is shown in Fig. 11.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is I 1. As an unlatchingdevice for car-couplers, the lever H, in combination with a crankshaft, a cam attached to said shaft and arranged to support and actuate the lever H with gradually-decreasing leverage and increasing speed, and means for connecting said lever with the latch-pin of a coupler, all substantially as and for the purpose specified.

2. As an unlatchin g device for car-couplers, the lever H, in combination with a longitudinally-adjustable double cam G, having acting surfaces g g of different throws arranged a double cam G, attached to said shaft and having acting faces g g of different throws arranged to come beneath, support, and actuate the lever H in turn as the shaft is shifted. 4. As an unlatchin g device for car-couplers, thelever H, formed with upward curve h, as described, means for connecting the end of said lever with the latch-pin of a coupler, a longitudinally-adj ustable crank-shaft D, and a double cam G, attached to said shaft and having acting faces 9 "of diiferent throws arranged to come beneath, support, and actuate thelever H in turn as the shaft is shifted.

SAMUEL H. HARRINGTON. Witnesses:

T. F. KnoGH, A. XV. CUMMING. 

